Cabbubetob



L. C. WOLFE CARBURETOB Re. 18,259

2 Sheets-Sheet 1 Dec. 1, 1931.

Original Filed Jan. 15, 1926 vwcul'ct .Laui-s U. mlfe,

LTH'cmcn L. C. WOLFE CARBURETOR Original Filed Jan. 13, 1926 2 Sheets-Sheet 2 Dec. 1, 1931.

Reisaued Dec. 1, 1931 UNITED STATES PATENT OFFICE LOUIS O. WOLFE, 01's AL'I'OONA, PENNSYLVANIA, ASSIGNOR TO AMERICAN CABBUBETOR v IMPBOVEMEN '1 COMPANY, A CORPORATION OF DELAWARE GABBURETOB Original No. 1,758,634, dated April 8, 1930, Serial No. 81,069, filed January 13, 1926. Application for reissue filed Kay 20, 1981.

fect combustion mixture, and the primary object of this invention is to provide an improved carburetor wherein t e proper mixture is had at all times regardless of the engine piston s eed.

A further ob ect of this invention is to provide improved means for admitting the proper mixture to high speedsix and eight cylinder engines through the medium of a third gasoline jet that functions only at the required speed of the piston while air in the correct proportion is mixed with the gasoline as it emerges from the jet.

A still further object of this invention is to provide means for housing the jet of the third gasoline supply pipe together with means for lifting the housing so as to uncover the nozzle while at the same time providing means for spraying the gasoline such as to greatly facilitate its proper mixture with the air drawn in through the air intake.

With these and many other objects in view which will be more readil apparent as the nature of the invention is etter understood, the same consists in the novel construction, combination and arrangement of parts, as will be hereinafter fully pointed out illustrated and claimed. I

It will be quite readily understood by those skilled in the art to which this invention belongs, that the same is susce tible to various changes and modifications without departing from the s irit or scope of the inventlon, but a preferre and practical embodiment of the invention is shown in the accompanying drawings in which Figure 1 is a cross sectional view of my improved carburetor, showing the nozzle Serial No. 539,122.

Figure 3 shows a sectional view taken on the line 3-3 of Figure 2.;

Figure 4 is a side elevational view of'my improved carburetor, showing the means employed for opening the needle valve which controls the gasoline outlet from the float chamber to medium and high speed nozzles, positioned in the air passage of the carburetor.

Similar reference numerals refer to similar parts throughout the several figures of the drawings.

In the construction of this improved carburetor, designated in its entirety by the numeral 10, I use the usual gasoline float chamber 11, having positioned therein a float 12 attached to a plate 13, which is loosely pinioned on a fulcrum 14, and adapted to carry at the opposite end the usual needle valve 15, which controls the gasoline inlet from the supply sump to the float chamber 11. The float chamber is also provided wit-h a gasoline sump 17, gasoline to this sump being controlled by aneedle valve 18, adapted to be actuated through a link 19, one end of which has a pin connection with a bell crank 20, shown positioned on the intake manifold above the carburetor. This bell crank 20 is actuated through the medium of a link 20a, which is suitably attached to the gasoline control mechanism at the operators foot or hand throttle on the steering gear. The mechanism shown gives a rapid opening of the needle valve which permits the passage of gasoline to the medium and high speed nozzles designated by the numerals 21 and 22 respectively. The gasoline su pl to the chamber is controlled through the float 12, which rohibits the gasoline from rising above t e orifice of nozzle 23 as shown in Figure 1 of the drawings.

The low speed nozzle 23, is adapted to be ositioned in the air intake passage 24, adacent the wall 25, where it is shown housed in a segmental block 26. The block 26 is prowhich air is drawn to combine with the aso-' line drawn from the nozzle 23, the supp y to which is controlled through a needle valve 28 as shown in Figure 1 of the drawings. To provide a more perfect mixture of gasoline and air for low piston speeds, a plurality of openings 29 are provided in the block 26 as shown in Figure 2 of the drawings.

By reference to Figure 4 of the drawings it will be seen that the gasoline supply to the medium speed nozzle 21 and the hi h speed nozzle 22 is controlled through a nee le valve 18 which permits the passage of gasoline from the float chamber 11 to the sump-17, and the valve is adapted to open rapidly after the iston speed has reached the maximum for ow speed work, at which time fuel is drawn through the nozzle 21, striking the wall 30, against which it is sprayed to mingle with the air assing up through the air chamber 24. A fl ap valve 31 is positioned in the air passage, where it is provided with a fulcrum 32 on which it is adapted to swing. The valve 31 is further provided with an adjustable dash pot 33 to which it is attached through the medium of a link 34. In the back of the valve 31 I position a cylindrical housing 35 which is adapted to cover over and completely house the end 36 of the nozzle 22. This housing 35 is designed to remain over the nozzle end 36 until the engine speed is such that the required air volume is sufiicient to lift the flap valve 31 and thus uncover the nozzle, which at this time discharges a fine stream of gasoline against the face 37 of the flap valve 31, thus 1n a very efiective way, the gasoline is sprayed permitting the air in the correct proportions to mingle therewith giving, when most needed, an explosive mixture for. high piston speeds in SIX and eight cylinder. automobiles. As the piston speeds decline, the flap valve 31 automatical- 1y falls and the housing 35 again closes the nozzle 36, and since the elevation of the nozzle is higher than the supply in float cham-- ber the gasoline suppl through the nozzle is automatically shut off? Relative to the foregoing, it will be noted that the flap valve 31 is provided with a relatively small notch 40 which is located a suflicient distance above the nozzle 21 when the free edge portion of the valve falls against the wall 30 of the housing to therefuel is drawn from said nozzle into the passage 24; The nozzle-21 thus is a medium speed nozzle, not only for the reasons just stated but because its outlet end is disposed considerably above the outlet end of the nozzle 23, greater suction being required under such conditions to draw fuel from said nozzle 21 than from the nozzle 23 as is manifest.

Having thus described my invention what I claim and desire to be secured by Letters Patent is 1. A multiple jet carburetor having an air passage therethrough, an insert arranged in said air passage and having an opening,a float chamber, a low speed fuel nozzle projecting into said opening and communicat ing with said float chamber, a medium speed nozzle terminating substantially above the low speed nozzle and projecting into the air passage, a high speed nozzle terminating below the said medium speed nozzle and projecting into said air passage, a communication between said medium and high speed nozzles and said float chamber, a throttle operated needle valve controllin said communication, a flap valve hinged adjacent said insert, said valve having a free edge portion normally lying against the wall of said air passage nearest said medium speed nozzle, said flap valve also carrying a housing for normally covering said high speed nozzle and being notched to normally slightly uncover the medium speed nozzle, but not sufficiently notched to subject it to operation, and cushioning means for said fiap valve.

2. A carburetor including a mixing chamber, an air inlet to said chamber, a low speed gasoline jet exposed to the action of the draft through the chamber, a second jet in said chamber terminating substantially above saidfirst j et,athird jet in said chamber terminating below said second jet, and means for shielding said second and third jets from the action of the draft through the chamber, said means being movable and so disposed with relation to said second and third jets that, upon movement, it successively exposes said second and third jets to the action of the draft.

3. A carburetor including a mixing chamber, an air inlet to said chamber, a low speed gasoline jet exposed to the action of the draft through the chamber, a second jet in said chamber terminating substantially above said first jet, a third jet'in said chamber terminating below said second jet, and means for shielding said second and third jets from the action of the draft through the chamber, said means yieldingly urged to the shielding position and subject to the action of the draft to uncover the second and third jets, said means and the said second and third jets being so arranged that the action of the draft on said means successively subjects said second and third ets to the action of the draft as the said draft increases.

4. A multiple jet carburetor having an air passage, a float chamber, a low speed fuel nozzle communicating with said float chamber and exposed to the action of the draft through the air passage, a medium speed nozzle projecting into the said air passage, a high speed fuel nozzle terminating below said medium speed nozzle and proj ecting into the air passage, a communication between said medium and high speed nozzles and the float chamber, a valve controlling said communication. a throttle valve, a rigid interlock having pivotal joints therein between said first mentioned valve and said throttle valve, a suction controlled flap valve substantially shielding said medium and high speed nozzles from the action of the draft through the air passage, said flap valve being movable and having its free edge portion normally lying against the wall of the said air passage nearest the medium speed nozzle, and said flap valve carrying a housing for normally covering said high speed nozzle.

5. A multiple jet carburetor having an air passage, a float chamber, a low speed fuel nozzle exposed to the action of the draft through the air passage, acommunication between said low speed nozzle and said float chamber, a manually operated valve con trolling said communication, a medium speed nozzle terminating substantially above the low speed nozzle and projecting into the air passage, a high speed fuel nozzle terminating below said medium speed nozzle and projecting into the air passage, a communication between said medium and high speed nozzles and the float chamber, a valve controlling said last mentioned communication, a throttle valve, a rigid interlock having pivotal oints therein between said valve controlling said last mentioned communication and said throttle valve, and a suction controlled flap valve for substantially shielding said medium and high speed nozzles from the action of the draft through the air passage, said valve being movable and so disposed with relation to the medium and high speed nozzles that upon movement said medium and high speed nozzles are successively brought into operation.

6. A multiple jet carburetor having an air passage, a float'chamber, a low speed fuel nozzle exposed to the act-ion of the draft through the air passage, :1 communication between said low speed nozzle and said float chamber, a medium speed nozzle terminating substantially above the low speed nozzle and projecting into the air passage, a high speed fuel nozz'le terminating below said medium speed nozzle and projecting into the air passage, a communication between said medium and high speed nozzles and the float chamber,

said valve being movable and so disposed with relation to the medium and high speed nozzlesthat upon movement said medium and high speed nozzles are successively brought into operation.

In testimony whereof he aflixesvhis signature.

L. G. WOLFE. 

